Emergency cut-out cock for air-brakes.



No. 820,291. PATENTED MAY 8,- 1906. F. H. DUKESMITH.

EMERGENCY CUT-OUT 000K FOR AIR BRAKES.

APPLIQATION FILED 13110.11. 1905.

' 2 SHEETS-SHEET 1.

FIG. 1

INVENTOR- WITNESSES.

VWM/MQ 011 No. 820,291. PATENTED MAY 8, 1906 F. H. DUKESMITH.

EMERGENCY OUT-OUT COCK FOR AIR BRAKES.

APPLICATION FILED 13150.11. 1905.

2 SHEETS-"SHEET Z.

FIG. 2

UNITED STATES, PATENT OFFICE.

EMERGENCY CUT-OUT COCK FOR AIR-BRAKES.

Specification of Letters Patent.

Patented May 8, 1906.

Application filed December 11, 1905. Serial No. 291,255-

To all whom it may concern.-

Be it known that I, FRANK H. DUKE- SMITH, a resident of Meadville, inthe county of Crawford and State of Pennsylvania, have invented a newand useful Improvement in Emergency Cut-Out Cocks for Air-Brakes; and Ido hereby declare the following to be a full, clear, and exactdescription thereof.

This invention relates to air-brake systems; and the object is toprovide an emergency cut-out cock for use on locomotives which will cutthe engineers valve of that locomotive out of service, butwhich is soarranged as to nevertheless permit the engineer to apply the brakes incase of emergency.

In running trains double-header it is necessary to allow the frontengineer to have absolute control of the brakes of the train.Consequently it is the custom to cut the engineers valve of the secondengine entirely out, so that he cannot interfere with the operation ofthe brakes by the front engineer. It is, however, desirable to providemeans whereby the second engineer can apply the brakes in case of anemergency, notice of which might not be brought to the attention of thefront engineer. This result has heretofore been accomplished byproviding a cut off valve in the pipe between the main reservoir andengineers valve; but such former arrangement required complicatedpiping,

and the valve has been so constructed that it is liable to leak. Myinvention provides for this purpose a simple form of valve, one whichcannot leak and which is placed directly in the train-pipe itself, sothat it does not require complicated piping. The invention consists inthe arrangement of parts hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a diagrammatic view of a brakesystem, showing my cut-off valve applied thereto. Fig. 2 is a verticalsectional view through the cut-off valve, and Fig. 3 is a similarsection at right angles to the section of Fig. 2.

In the drawings, 1 indicates the main reservoir, 2 the train-pipe, and 3the engineers valve, which may be of the usual construction andconnected in the usual way. It is the practice to place in thetrain-pipe an ordinary cut-out cock. My improved valve can be put in theplace of such cut-out cock. It is shown at 4. It comprises a suitablecasing having therein a seat 5, with which cooperates a check-valve 6,seating downward or toward the train-pipe. The stem of the check-valveis provided with an eye 8, into which projects a finger 9 on a rod 10,so that when the rod is turned in the proper direction this finger willraise the valve 6 from its seat and lock the same in open position, soas to permit the air to pass through the trainpipe in both directions.The rod 10 can be turned in either direction to either raise the valve 6or to release the same, thus permitting it to drop to its seat bygravity, but nevertheless so it can rise in case of a rush of air outthrough the emergency-exhaust of the engineers valve. The rod 10 passesthrough a fitting 13 on the casing and rovided with an opening, withwhich the r0 has a ground fit. The fitting 13 is provided with avertical opening 14, which is connected .by means of a pipe 15 with theservice exhaust-port of the engineers valve 3. The end of the rod 10 isenlarged and provided with an opening 17, which when the rod is in itsnormal position-that is, with the check-valve 6 locked open-willregister with the opening 14 in the fitting, so as to have the serviceexhaust-port in the en ineers valve open to the atmosphere, an when saidrod 10 is in its cut-out position-that is, with the check-valve 6released-the ports 17 and 14 will be out of register, thus closing theservice exhaustport of the brake-valve.

Various means may be ing the rod pose an ordinary handle 19, which whenthrown down will turn the rod 10 to cause the finger 9 to engage the eyeof the valvestem, raise the same from its seat, and lock the same intoposition. When the handle 19 is thrown up, the finger 9 will be shifted,so as to release the valve. A projection 20 on the rod is adapted tocontact with a stop 21 on the casing to prevent the rod being turnedprovided for turntoo far in one direction, while a projection 22 on therod contacting with a screw 23 pre vents said rod being turned too farin the other direction.

The operation of this device is as follows: We will assume that theengine is running single head. In this case the handle 19 will be thrownup, thus raising the valve 6 from its seat and looking it in openposition, thus permitting the air to pass through the trainpipe freelyin either direction. In this position of the rod 10 the port 17 thereinwill register with the ports in the fitting 13, so that the serviceexhaust-port of the engineers 10. I have shown for this purvalve is opento the atmosphere. As a consequence the brakes can be applied andreleased in the usual way and without in any way being interfered withby my valve. When the engine is second in double-heading, the handle 19will be thrown down, thus causing the projection 9 to release thecheck-valve 6 and at the same time bringing the ports 17 and 14 out ofregister. As a consequence the engineers brake-valve is no longer opento the atmosphere through the service-ere haust. It is, however, open tothe atmosphere through the usual emergency-exhaust. When my valve is soplaced, the engineer on the second engine cannot release the brakes, forthe reason that main-reservoir pressure would seat the check-valve 6 andprevent raising the pressure in the train-pipe. Neither can he apply thebrakes with service application, for the reason that the service-port ofhis brake-valve is closed by the rod 10. He can, however, apply thebrakes in emergency, since the emergency-port of the brakevalve is opento the atmosphere. When his brake-valve is moved to emergency position,the check-valve 6 will be raised from its seat by the outrush of airfrom the trainpipe and will not interfere with the emergency applicationof the brakes.

The valve described is simple in construction, cannot leak, for thereason that the check-valve can be made rubber-faced or the seat of thesame material, is connected in place of the usual cut-out cock found inall systems, and requires no complicated piping, the only pipingnecessary being the pipe 15, coming from the service exhaust-port of theengineers brake-valve.

What I claim is 1. In an air-brake system, the combination of a mainreservoir, a train-pipe and an engineers valve connected in the usualway, said engineers valve being provided with a service exhaust-port andan emergency exhaust-port and arranged to connect'the train pipe toeither of said exhaust-ports, and cutout-valve mechanism in thetrain-pipe conl nected to the service eXhaiistpoi-t of the en gineersvalve, and arranged in one position to hold the train-pipe and serviceexhaustport open through the engineers valve, and in another position tohold the train-pipe closed against main-reservoir pressure, and to holdthe service exhaust-port of the engineers valve closed, while leavingthe emergericy exhaust-port open.

2. In an air-brake system, the combination of a main reservoir, atrain-pipe and an engineers valve connected in the usual Way, saidengineers valve being provided with a service exhaust-port and emergencyexhaustport and arranged to connect the train-pipe toeither of saidports, and cut-out-valve mechanism in the train-pipe including acheck-valve seating away from the engineers valve and a part controllingthe service exhaust-port of the engineers valve and arranged in oneposition to hold said service exhaust-port open with the check-valvelocked in open position, and in another position to hold said serviceexhaust-port closed with the check-valve free to seat itself.

3. In an air-brake system, the combination of a main reservoir, atrain-pipe and an engineers valve connected in the usual way, saidengineers valve being provided with a service exhaustport and anemergency eX- haust-port and arranged to connect the trainpipe to eitherof said ports, and cut-outva ve mechanism in the train-pipe connected tothe service exhaust-port of the engineers valve, said valve mechanismcomprising a check-valve seating away from the engineers valve, andmeans for locking said checkvalve in open position and simultaneouslyopening the service exhaust-port, and arranged when said check-valve isunlocked to close the service exhaust-port.

In testimony whereof I, the said FRANK H. DUKESMITH, have hereunto setmy hand.v

FRANK H. DUKESMITH.

Witnesses:

ROBERT C. TOTTEN, J. R. KELLER.

